(  \  - Zo33  J 


REPORT 


OF 


Locomotive  Headlight  Tests 


MADE  BY 


Louisville  &  Nashville  Railroad  Co. 


May  21st,  1909  April  22nd,  1910 

April  18th,  1910  May  9th,  1910 

April  21st,  1910  May  10th,  1910 

July  14th,  1910 


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OBSERVATIONS  OF  LIGHTED  SIGNALS  WITH  THE  ELECTRIC  HEAD¬ 
LIGHT,  TEST  MADE  ON  A  STRAIGHT  TRACK  AT 
SOUTH  LOUISVILLE,  KY. 

Time:  May  21,  1909,  between  8:00  and  10:00  p.  m. 

Present:  Messrs.  Theo.  H.  Curtis,  Superintendent  of  Machinery,  C,  H.  Rae, 
General  Master  Mechanic,  W.  A.  Stearns,  Mechanical  Engineer,  Ward 
Barnum,  Electrical  Engineer,  and  D.  E.  Kelly,  Traveling  Engineer. 

Weather  Conditions:  Very  clear,  starlight. 

Tested:  Markers  having  inches  of  lens;  colors  green  and  red,  also  yellow  and 
red  (as  per  Plate  No.  1,  page  32). 

Switch  targets  having  4|  inches  of  lens;  colors  red  and  white  (as  per 
Plate  No.  2,  page  33). 

Hand  lanterns  as  ordinarily  used  in  railway  train  service;  colors  white, 
red,  blue,  green,  and  yellow  (as  per  Plate  No.  3,  page  34). 

Classification  lamps  as  per  Plate  5,  page  36. 

Headlight  Used:  Pyle  National  Headlight  with  18-inch  reflector. 


TESTS  OF  LIGHTS  EQUIPPED  WITH  LENSES. 

^  Red  4,Uinch  lens  marker  located  100  feet  back  of  the  electric  headlight  and 

^  7^  feet  to  the  side,  center  of  electric  headlight  8  feet  from  rail  and  height  of  marker- 

4  light  7  feet.  The  observations  were  made  from  a  cab  of  an  approaching  locomo¬ 
tive  at  a  distance  of  1,150  feet  from  the  electric  headlight.  The  marker-light 
was  invisible,  due  to  the  blindness  caused  by  the  intensity  of  the  rays  of  the 
electric  headlight,  but  the  marker-light  was  plainh'’  visible  when  the  rays  of  the 
electric  headlight  were  obstructed.  With  the  rays  of  the  electric  headlight 
unobstructed,  and  moving  toward  the  headlight,  a  red  light  was  not  distinguish¬ 
able  until  we  reached  a  point  between  350  and  300  feet  of  the  electric  headlight. 
Then  it  was  very  faint  and  was  not  reasonably  plain,  until  within  125  feet  of  the 
electric  headlight  and  viewed  from  the  side  at  which  the  signal  light  was  placed 
and  it  was  not  visible  from  the  opposite  side,  as  it  was  impossible  to  look  through 
the  rays  of  the  headlight. 

I  This  test  was  repeated  for  markers  having  green  lens,  markers  having  white 

^  lens,  and  markers  having  yellow  lens,  and  the  result  was  the  same. 

These  observations  were  taken  with  the  enginemen’s  heads  projecting  out¬ 
side  of  the  cab  side  windows.  When  looking  through  the  front  cab  windows, 
^"■^^j^'hich  were  cleaner  than  would  be  in  running  service,  there  was  a  glare  on  the 
glass  that  made  it  more  difficult  to  see  objects  adjacent  to  the  track  and  between 
the  observer  and  the  electric  headlight. 


CO 

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TEST  OF  HAND  LANTERNS. 

The  lights  were  located  100  feet  back  of  the  headlight  and  7^  feet  to  the  side 
of  the  center  of  the  electric  headlight. 

The  observations  were  made  from  a  cab  of  an  approachimg  locomotive  at  a 
&  distance  of  1,150  feet  from  the  electric  headlight. 


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The  hand  lanterns  were  invisible,  due  to  the  blindness  caused  by  the  electric  , 

headlight,  but  they  were  plainly  visible  when  the  rays  of  the  electric  headlight 
were  obstructed. 

This  test  was  made  in  connection  with  hand  lanterns  having  white,  red, 
blue,  green,  and  yellow  globes. 

With  the  rays  of  the  electric  headlight  unobstructed,  and  moving  toward  the 
headlight,  a  white  light  was  not  distinguishable  until  we  reached  a  point  350  feet 
from  the  headlight;  and  the  red  and  green  lights  275  feet  from  the  electric  head¬ 
light.  The  yellow  light  could  not  be  distinguished  from  a  white  light  until  the 
rays  of  the  electric  headlight  were  obliterated  or  greatly  subdued. 

Observations  were  taken  from  a  locomotive  cab  1,150  feet  from  the  electric 
headlight,  for  various  colored  signals  displayed  100  feet  back  of  the  headlight  and 
feet  to  the  side. 

Lights  with  various  colored  lenses  and  lanterns  with  various  colored  globes 
were  displayed  and  the  observers  could  not  tell  when  they  were  put  up  or  taken 
down  when  looking  toward  the  electric  headlight,  but  were  plainly  distinguish¬ 
able  when  the  rays  of  the  electric  headlight  were  extinguished. 

These  tests  were  repeated  with  the  signals  69  feet  from  the  electric  headlight 
and  7|  feet  to  the  side  thereof,  between  the  headlight  and  the  observer.  The 
observations  were  taken  from  the  cab  of  an  approaching  locomotive  at  1,150  feet 
from  the  electric  headlight.  The  signals  displayed  were  visible,  but  we  could 
not  distinguish  a  white  from  a  yellow  light.  The  red  could  be  distinguished  from 
the  green,  but  the  colored  lights  were  greatly  subdued  by  the  intensity  of  the 
rays  of  the  electric  headlight.  < 

Observations  were  taken  with  occasional  flurries  of  steam  and  smoke  from  an 
adjacent  locomotive,  such  as  would  occur  at  any  time  on  the  line  of  road  or  in  the 
yard.  The  strong  rays  of  the  electric  headlight  illuminated  the  smoke  and  steam  ^ 

and  obscured  the  signals  from  view,  owing  to  the  illumination  of  the  smoke  and 
vapor  by  the  rays  of  the  electric  headlight. 

It  must  be  borne  in  mind  that  the  location  of  the  test  signal  was  always 
known  and,  had  it  not  been  known,  it  would  have  been  much  more  difficult  to 
have  discovered  it. 

All  distances  given  herein  were  determined  by  actual  measurement. 

The  action  of  the  intense  rays  upon  the  observers’  eyes  caused  temporary 
blindness,  and  it  was  some  few  moments  before  the  eye  was  restored  to  its  normal 
vision. 

These  tests  clearly  demonstrate  that  the  rays  of  the  electric  headlight  obscure 
colored  signals,  as  well  as  white  ones,  on  a  very  clear  night. 


OBSERVATIONS  OF  SIGNALS  AND  OBJECTS  WITH  ELECTRIC 
HEADLIGHTS,  ACETYLENE  HEADLIGHTS,  AND 
OIL  HEADLIGHTS. 

L.  &  N.  Observation  Car  No.  3000,  used  in  these  tests,  is  equipped  with  three 
headlights.  Electric,  Acetylene,  and  Oil,  on  the  rear  end,  and  one  Acetylene 
headlight  on  the  front  end.  The  three  headlights  on  the  rear  are  arranged,  for 
the  purpose  of  tests,  on  a  sliding  platform.  This  platform  is  so  built  that  all 

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three  headlights  can  be  moved,  as  a  whole,  to  bring  the  headlight  under  test  on 
the  center  line  of  track,  ten  (10)  feet  ten  (10)  inches  above  the  rail,  measured  to 
base  of  headlight. 

Engine  2199,  equipped  with  an  electric  headlight  10  feet  10|  inches  above 
rail  in  center  line  of  track,  was  also  used.  Measurement  in  this  case  was  also  to 
base  of  headlight.  The  headlight  used  on  this  engine  is  the  same  height  above 
the  rail  that  all  headlights  on  the  L.  &  N.  standard  freight  engines  (Classes  H-23 
and  H-25)  are. 

The  electric  headlights  were  manufactured  by  the  Pyle  National  Headlight 
Company,  as  were  the  generators  used  to  supply  the  electric  energy.  These 
headlights  are  about  62,000  candle  power  with  an  18-inch  reflector,  the  generator 
being  operated  at  1700  revolutions  and  developing  29  volts  and  26  amperes.  The 
Acetylene  and  Safety  “B”  Oil  headlights  used  are  of  the  type  in  general  railroad 
service,  having  18-inch  parabolic  reflectors. 

Tests  were  made  of  markers  having  4|  inches  of  lens  (Plate  1,  page  32) ;  colors, 
Green  and  Red;  also  Yellow  and  Red;  switch  lamps  having  4^  inches  of  lens 
(Plate  2,  page  33);  colors,  Red  and  White;  hand  lanterns  as  ordinarily  used  in 
railway  train  service  (Plate  3,  page  34);  colors.  White,  Red,  Blue,  Green,  and 
Yellow. 

A  staff,  as  shown  in  Plate  4,  page  35,  was  used  to  hold  the  signal  lights  at 
various  distances  above  the  ground. 

Time:  April  18,  1910,  on  west  Belt  track.  South  Louisville  shop  yard,  between 

8:40  p.  m.  and  12:00  mid. 

Present:  Messrs.  C.  H.  Rae,  General  Master  Mechanic,  Ward  Barnum,  Electri¬ 
cal  Engineer,  and  A.  C.  Bearing,  Special  Apprentice. 

Weather  Conditions:  Partly  cloudy,  moon  shining. 

The  tests  are  numbered  in  consecutive  order,  the  letters  A,  E,  and  O  being 
used  before  the  number,  to  specify  the  headlight  under  test: 

A  for  Acetylene; 

E  for  Electric; 

O  for  Oil. 

All  distances  used  in  this  report  are  by  actual  measurement. 

ELECTRIC  HEADLIGHT. 

Test  E-1. — A  green  lantern  placed  on  a  staff  4  feet  from  ground  in  center 
line  of  track  was  plainly  seen  1,500  feet.  At  a  distance  of  300  feet  from  lantern, 
the  headlight  slightly  changed  the  color  of  the  green  light  to  that  of  white  color. 

Test  E-2. — Same  as  Test  E-1. 

Test  E-3. — A  yellow  lantern  placed  on  a  staff  6  feet  from  ground  in  center 
line  of  track  could  be  seen  at  a  distance  of  1,350  feet.  At  a  point  450  feet  from 
lantern,  the  rays  of  the  electric  headlight  had  a  tendency  to  change  the  color  of 
the  yellow  to  red,  and  would  get  much  stronger  as  approached. 

Test  E-4. — A  blue  lantern  placed  on  a  staff  6  feet  from  ground  in  center 
line  of  track  could  not  be  seen  at  a  distance  of  1,400  feet.  It  was  not  seen  by  the 
observers  in  the  slowly  approaching  Observation  Car  until  within  250  feet  of  it. 
The  rays  of  the  electric  headlight  completely  obliterated  the  blue  light  until  the 
observers  reached  this  point. 

Test  E-5. — The  blue  lantern  was  seen  at  a  distance  of  850  feet  without  any 
headlight  whatever. 


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OIL  HEADLIGHT,  USING  SAFETY  “B"  OIL. 


Test  0-6. — A  blue  lantern,  placed  on  a  stalf  6  feet  from  ground  in  center 
line  of  track,  was  plainly  seen  at  a  distance  of  1,000  feet  by  the  observers  in  the 
slowly  approaching  Observation  Car  with  Oil  headlight. 

Note. — It  was  ascertained  that  with  the  electric  headlight  the  staff  on 
which  the  lantern  was  hung  was  seen  much  more  plainly  than  the  blue  lantern. 
A  directly  opposite  effect  was  caused  by  the  Oil  headlight. 

Test  0-7. — A  red  lantern,  placed  on  a  staff  6  feet  from  ground  in  center 
line  of  track,  was  very  plainly  seen  at  a  distance  of  1,350  feet,  and  its  color  had 
no  tendency  whatever  to  change  when  the  headlight  was  brought  to  a  closer 
distance. 

Test  0-8. — A  white  lantern,  placed  on  a  staff  6  feet  from  ground  in  center 
line  of  track,  was  very  plainly  seen  at  a  distance  of  1,350  feet,  and  no  change 
whatever  was  noticed  as  approached. 

Test  0-9. — A  green  lantern,  placed  on  a  staff  6  feet  from  ground  in  center 
line  of  track,  was  seen  at  a  distance  of  900  feet,  but  was  dim.  However,  as  ap¬ 
proached,  it  became  much  plainer,  and  at  a  distance  of  500  feet  was  very  plain. 

Test  0-10. — A  yellow  lantern,  placed  on  a  staff  6  feet  from  ground  in  center 
line  of  track,  was  dimly  seen  at  a  distance  of  1,350  feet,  but  grew  stronger  as  ap¬ 
proached.  At  a  distance  of  800  feet  it  was  quite  plain. 

As  the  yellow  light  was  approached  under  the  rays  of  the  Oil  headlight,  its 
color  had  no  tendency  whatever  to  change.  The  test  with  electric  headlight 
showed  tendency  to  change  of  color. 


Time:  April  21,  1910,  on  West  Belt  track.  South  Louisville  shop  yard,  between 
7:30  p.  m.  and  11:00  p.  m. 

Present:  Messrs.  Theo.  H.  Curtis,  Superintendent  of  Machinery,  C.  H.  Rae, 
General  Master  Mechanic,  H.  C.  May,  Master  Mechanic,  Ward  Barnum, 
Electrical  Engineer,  J.  A.  McFerran,  Traveling  Engineer,  and  A.  C.  Hearing, 
Special  Apprentice.. 

Weather  Conditions:  Slightly  cloudy,  moon  shining. 

Observation  Car  No.  3000  and  Engine  No.  2199  equipped  with  headlights 
as  previously  described. 

Engine  No.  2199  was  placed  on  a  track  leading  from  the  West  Belt  track, 
practically  placing  the  engine  in  a  position  of  rounding  a  curve  and  approaching 
another  train,  so  as  to  have  electric  headlight  meet  electric  headlight.  Observa¬ 
tions  were  taken  from  end  of  Observation  Car  No.  3000.  Some  of  the  observers 
were  directly  under  the  headlight  of  Observation  Car  No.  3000,  while  others 
were  under  the  light,  but  were  to  the  right  and  left  of  same,  or  in  about  the 
same  position  as  an  engineer  and  fireman  would  occupy  while  in  the  cab  of  a 
locomotive. 

Test  E-11. — A  green  light  was  placed  8  feet  from  ground  in  center  line  of 
track,  50  feet  to  the  rear  of  headlight  on  Engine  No.  2199.  Also  a  bay  horse 
15|  hands  high,  weighing  1,200  pounds  (Plate  6,  page  37),  was  held  across  the 

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track  by  a  man,  100  feet  to  the  rear  of  headlight  on  Engine  No.  2199.  As  signal 
light  was  approached  it  could  be  seen  at  a  distance  of  1,350  feet,  but  the  color- 
was  indistinct  until  observers  passed  out  of  the  rays  of  the  opposing  headlight. 
The  distance  from  signal  to  observers  now  being  100  feet.  The  horse  and  man 
on  track  were  not  seen  at  all  until  observers  reached  this  point — that  is,  150  feet 
distant  from  horse. 

Test  E-12.— Headlight  equipment  as  in  Test  E-11.  The  bay  horse  was 
again  held  by  the  man  across  the  West  Belt  track  (as  per  Plate  6,  page  37)  50 
feet  to  front  of  headlight  on  Engine  No.  2199.  As  observers  approached  in 
Observation  Car  No.  3000,  neither  horse  nor  man  could  be  seen  until  a  point 
had  been  reached  out  of  the  rays  of  the  opposing  headlight  on  Engine  No.  2199. 
The  distance  from  Observation  Car  No.  3000  to  horse  and  man  now  being  100  feet. 

Test  E-13. — Headlight  equipment  as  in  Tests  E-11  and  E-12.  A  blue  lantern 
was  placed  8  feet  from  the  ground  in  center  line  of  track,  50  feet  to  the  rear  of 
headlight  on  Engine  No.  2199.  The  test  began  at  a  point  1,400  feet  from  lantern. 
As  observers  approached,  it  could  not  be  seen  “until  they  had  passed  the  head¬ 
light  on  Engine  No.  2199,  which  was  a  distance  of  50  feet  from  lantern. 

Test  E-14. — Headlight  equipment  as  before  stated.  The  bay  horse  was' 
held  across  the  track  100  feet  to  the  rear  of  the  headlight  on  Engine  No.  2199. 
Observations  were  started  at  a  distance  of  500  feet  from  horse,  which  could  not 
be  seen  until  observers  had  passed  out  of  the  rays  of  headlight  on  Engine  No. 
2199,  a  distance  of  150  feet. 

Test  E-15. — Headlight  on  Engine  No.  2199  was  extinguished  for  this  test.' 
The  bay  horse  was  again  held  across  the  track.  Observations  started  1,050  feet 
from  horse.  The  horse  was  first  seen  at  a  distance  of  750  feet. 

Test  E-16. — Observations  as  in  Test  E-15.  Headlight  on  Engine  No.  2199 
still  extinguished.  The  horse  was  held  parallel  to  the  track  in  center  line  of 
same  (as  per  Plate  7,  page  38),  with  head  pointed  away  from  observers.  Obser¬ 
vations  began  1,050  feet  from  horse.  The  horse  was  seen  at  a  distance  of  500  feet. 

Test  A-17. — The  electric  headlight  was  again  displayed  on  Engine  No.  2199, 
and  an  acetylene  headlight  on  Observation  Car  No.  3000.  Heights  and  positions 
as  before  stated.  The  horse  was  held  as  in  Test  E-16,  50  feet  to  the  front  of 
headlight  on  Engine  No.  2199.  Observations  began  400  feet  from  horse.  He 
was  seen  at  a  distance  of  150  feet. 

Note. — Acetylene  headlight  on  Observation  Car  No.  3000  was  not  displayed 
to  its  best  advantage,  on  account  of  burner  being  above  the  center  line  of  re¬ 
flector.  The  light  was  also  disarranged  because  of  the  rim  of  the  mica  chimney 
obscuring  the  flame. 


SAFETY  “B"  OIL  HEADLIGHT. 

Test  0-18. — Engine  No.  2199  as  in  Test  A-17^  Oil  headlight  on  Observa¬ 
tion  Car  No.  3000.  The  horse  was  held  across  the  track  50  feet  in  front  of  head¬ 
light  on  Engine  No.  2i99.  Observations  began  at  a  distance  of  500  feet  from  the 
horse.  He  was  seen  at  a  distance  of  200  feet. 

Test  0-19. — Headlights  as  in  Test  0-18.  The  horse  was  held  in  the  same 
position  as  in  Test  A-17,  50  feet  in  front  of  headlight  on  Engine  No.  2199.  Obser¬ 
vations  began  at  a  point  450  feet  from  horse,  and  he  was  first  seen  at  a  distance 
of  150  feet. 


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Test  0-20. — Headlights  as  in  Test  0-18.  A  green  lantern  8  feet  from  the 
ground  in  center  line  of  track,  50  feet  to  rear  of  electric  headlight  on  Engine 
No.  2199,  was  first  seen,  so  the  color  could  be  distinguished,  a  distance  of  500  feet. 

Test  0-21. — Headlights  as  in  Test  0-20.  A  green  and  a  blue  lantern  and  a 
white  classification  signal  with  4^  inches  of  lens  were  placed  6  inches  apart,  8  feet 
from  the  ground,  50  feet  to  the  rear  of  headlight  on  Engine  No.  2199. 

At  a  distance  of  650  feet,  the  green  light  was  first  seen.  At  a  distance  of  500 
feet,  the  second  light  was'seen,  appearing  yellow.  At  a  distance  of  200  feet,  the 
second  light,  appearing  yellow,  was  seen  to  be  really  white.  The  blue  light 
was  not  seen  until  within  100  feet  from  lights. 

Test  0-22. — Oil  headlight  on  Observation  Car  No.  3000  and  Electric  head¬ 
light  on  Engine  No.  2199.  Yellow,  green,  and  white  lanterns  were  placed  6  inches 
apart  across  the  track,  8  feet  from  the  ground,  50  feet  to  the  rear  of  headlight  on 
Engine  No.  2199. 

At  a  distance  of  1,000  feet,  one  light,  appearing  red,  was  seen.  At  a  distance 
of  800  feet,  2  lights  were  seen,  but  the  color  of  the  second  light  could  not  be  ac¬ 
curately  stated  until  within  500  feet  of  same.  It  developed  to  be  white.  At  a 
point  450  feet,  3  lights  were  seen,  and  read  as  Red,  Green,  and  White.  At  100 
feet  from  lights,  they  were  seen  to  be  Yellow,  Green,  and  White  (true  reading) 
instead  of  Red,  Green,  and  White. 


Test  0-23. — Headlights  as  in  Test  0-22.  Observations  began  at  1,400  feet. 
Five  observers  were  in  the  car.  At  a  distance  of  1,400  feet,  readings  were  as 
follows: 


2  observers  read  one  White  light; 

1  observer  read  one  Yellow  light; 

(  Red  light; 

1  observer  read  'one  j  White  light; 

(  Green  light. 

1  observer  read  | 

Eight  hundred  and  fifty  feet  from  lights,  readings  were  as  follows: 

2  observers  read  {  yellow 


2  observers  read  { 

Seven  hundred  and  fifty  feet  from  lights,  readings  were  as  follows: 


1  observer  read 

2  observers  read 
1  observer  read 
1  observer  read 


Red  White 
Green  White 
Red  Yellow 
Green  White 
Red  Yellow  Green 
Green  White 

Red  White  Green 
Green  White 


Five  hundred  feet  from  lights,  the  readings  were  as  follows: 


3  observers  read  { 
2  observers  read 


Two  hundred  and  fifty  feet  from  lights,  readings  were  as  follows; 

Cl  if  Red  Yellow  Green 

5  observers  read  | 

The  blue  lights  were  guessed  at,  but  at  a  distance  of  200  feet  the  blue  li^ht 
was  clearly  seen. 

The  true  reading  of  lights  was : 

Red  Yellow  Green  lanterns 

MARKER  LANTERN  CLASSIFICATION  SIGNAL 

Green  4|-inch  lens  Blue  White  4Hnch  lens 


ELECTRIC  HEADLIGHTS. 


Test  E-24. — Electric  headlights  on  both  Observation  Car  No.  3000  and 
Engine  No.  2199.  Headlights  and  observers  as  before. 

At  a  distance  of  1,400  feet,  readings  were  as  follows: 

1  observer  read  Green,  Red,  and  was  unable  to  state  color  of 
third  light; 

1  observer  read  2  Red  at  bottom; 

1  observer  read  White  and  Red  at  bottom ; 

At  a  distance  of  1,100  feet  from  lights; 

3  observers  read  Green,  White,  Red  at  bottom; 

At  a  distance  of  1,000  feet  from  lights; 


3  observers  read 


Green  at  top; 

Green,  White,  Red  at  bottom; 
Distance  700  feet ;  f  Green  Red 

3  observers  read  \  White  Red  Green 
Distance  250  feet;  f  Green  Red  Blue 

3  observers  read  \  Blue  White  Yellow  Red  Green 
which  was  the  true  reading: 

LANTERN  MARKER  LANTERN 


Green 


MARKER 

Red 


Blue 


liANTERN  MARKER  LANTERN  MARKER  LANTERN 

Blue  White  Yellow  Red  Green 

Test  E-25, — Headlights  as  in  Test  E-24.  Signal  lights  were  placed  109  feet 
to  the  front  of  headlight  on  Engine  No.  2199. 

At  1,000  feet,  3  observers  read  Red 

At  700  feet,  3  observers  read  |  wbite'''‘Green 

At  250  feet,  3  observers  read  { 

(One  observer  changed  White  at  top  to  Yellow.) 

At  150  feet,  1  observer  read  (  white™l7  Green 

At  150  feet,  2  observers  read  j  white'^'creen  *^Red 

At  100  feet,  3  observers  read  {  «-tS  SeeT 

At  50  feet,  a  blue  light  was  seen  in  addition  to  the  other  lights. 


Time;  April  22,  1910,  on  Tracks  No.  1  and  No.  2,  South  Louisville  Shop  Yard, 
between  7:30  p.  m.  and  10:00  p.  m. 

Present:  Judge  W.  G.  Bearing,  Theo.  H.  Curtis,  Superintendent  of  Machinery, 
C.  H.  Rae,  General  Master  Mechanic,  J.  A.'McFerran,  Traveling  Engineer, 
and  A.  C.  Bearing,  Special  Apprentice. 

Weather  Conditions:  Very  dark  and  raining  hard. 

Tracks  No.  1  and  No.  2  run  parallel,  and  are  about  the  same  distance  apart 
that  double  tracks  are  on  the  road.  Engine  No.  2199,  equipped  with  Electric 
headlight,  was  stationed  on  Track  No.  1.  Observation  Car  No.  3000,  on  which 
observers  were  stationed,  operated  on  Track  No.  2. 

ELECTRIC  HEADLIGHTS. 

Test  E-26.  (Raining) — Headlights  were  opposing  each  other.  A  man 
stationed  on  Track  No.  2,  100  feet  to  the  rear  of  headlight  on  Engine  No.  2199, 
held  a  white  lantern  in  his  left  hand,  and  swung  a  red  lantern  violently  across 
the  track  with  his  right  hand.  The  white  light  was  seen  at  a  distance  of  1,050 
feet.  The  red  light  was  not  seen  as  it  was  swung  across  the  track  until  yvdthin 
150  feet  of  the  man.  ;  .  . 

Test  E-27.  (Raining) — Electric  headlight  on. Engine  No.  2199  and  on  Obser¬ 
vation  Car  No.  3000.  A  series  of  different  colored  lights  were  placed  100  feet 
to  the  rear  of  headlight  on  Engine  No.  2199.  In  addition,  two  colored  lights 
were  placed  on  classification  brackets  on  smoke  box  of  Engine  No.  2199.  At  a 
distance  of  900  feet,  two  of  the  three  observers  saw  a  white  light  in  the  center 
of  the  track.  These  observers  were  on  the  east  side  in  Observation  Car,  which 
was  next  side  to  track  on  which  Engine  No.  2199  was  stationed.  The  position 
of  these  observers  being  about  the  same  an  engineer  would  occupy  in  the  cab 
of  an  approaching  train.  One  observer,  who  was  in  the  rear  of  Observation  Car 
on  left  side  of  same,  could  not  see  this  white  light  at  all  from  this  distance. 
At  a  distance  of  650  feet,  observers  saw  one  white  light,  about  6  feet  from  ground 
in  center  line  of  track,  and  one  white  light  on  ground.  At  a  distance  of  450  feet, 
a  white  light  was  seen  at  top  about  6  feet  from  ground,  white  and  green  lanterns 
on  ground  in  center  line  of  track,  placed  about  10  inches  apart,  and  a  red  classi¬ 
fication  light  with  41  inches  of  lens  was  seen  on  front  end  of  Engine  No.  2199, 
which  stood  on  Track  No.  1.  At  a  distance  of  350  feet  from  lights,  a  red  light, 
8  feet  from  ground,  was  seen  in  addition  to  lights  heretofore  mentioned. 

The  true  reading  of  the  lights  was  as  follows: 

Yellow,  Blue,  Red  8  feet  from  ground  in  center  line  of  track.’ 

Blue,  White,  Green  on  ground,  and  a  red  classification  lamp  on  Engine 
No.  2199. 

Also  a  red  light  op  the  ground  on  west  side  of  Track  No.  2. 

Test  E-28.  (Raining)— Electric  headlight  on  Observation  Car  No.  3000.  A 
red  lantern  swung  violently  across  the  track  could  plainly  ' be  seen  at  a  distance 
of  1,100  feet,  there  being  no  opposing  headlight.  . , 

Test  E-29.  (Rainiiig) — Electric  headlights  on  Observation  Car  Nor3000 
and  Engine  No.'  2199:  A  series  of  different  colored  lights  were  placed' 50  feet  to 
the  front  of  Electric  headlight  on  Engine  No.  2199.  Observations  were  made 
from  Car  No.  3000  approaching. 


10 


At  a  distance  of  750  feet  White,  Yellow,  Red,  White  lights  were  seen. 

At  a  distance  of  550  feet  White,  Yellow,  Red,  White  and  a  Green  lantern, 
the  latter  very  hard  to  detect.  And  an  observer  saw  a  Green  light  on  classifica¬ 
tion  bracket  of  Engine  No.  2199. 

At  a  distance  of  100  feet  from  signal  lights.  White,  Blue,  Yellow,  Red,  White, 
Green  were  seen  on  the  ground;  and  Green,  Red,  White  lights  8  feet  from  ground 
in  center  of  track.  Also  one  Red  light  on  classification  bracket  of  Engine  No.. 
2199.  This  being  the  true  reading  of  the  lights. 

Test  E-30.  (Raining) — Electric  headlights  on  both  Engine  No.  2199  and 
Observation  Car  No.  3000.  A  bridge  lamp  with  8  inches  of  lens  was  placed 
100  feet  ahead  of  headlight  on  Engine  No.  2199,  between  the  tracks  at  a  height 
of  12  feet  from  the  ground.  The  door  of  the  lamp  was  open  so  the  rays  of  the 
headlight  on  Engine  No.  2199  shone  through  the  lens  as  the  car  approached. 
This  gave  it  the  appearance  of  a  lighted  lamp.  When  within  200  feet,  the  observ¬ 
ers  thought  it  to  be  a  Red  light.  The  observers  could  not  see  the  man  or  the  staff 
at  any  time. 

Test  E-31.  (Raining) — Electric  headlights  on  Engine  No.  2199  and  Observa¬ 
tion  Car  No.  3000.  At  the  beginning  of  test,  signal  lights  were  1,100  feet  from 
observers.  Engine  No.  2199  was  1,050  feet.  No  lights  were  visible,  though  one 
observer  thought  he  saw  a  white  light. 

At  a  distance  of  850  feet  from  signal  lights,  readings  were  as  follows: 


1  observer  read  |  White  (Judge  Dearing.) 

1  observer  read  (  (Mr.  Curtis.) 


At  a  distance  of  500  feet  from  signal  lights : 

Red  Yellow  (This  light  doubtful.) 

(Judge  Dearing.) 

Yellow  Yellow  (Very  doubtful  as  to  color.) 

Red  White  \ 

White  White  (Mr.  Curt.s.) 


1  observer  read 


1  observer  read 


At  a  distance  of  350  feet,  readings  were: 


Both  observers 


/  Red 
\  White 


Green  Yellow 
White. 


A  Red  light  on  Engine  No.  2199  was  also  seen  after  attention  of  observers 
was  called  to  it. 

-  At  a  distance  of  200  feet,  the  readings  were  the  same. 

At  a  distance  of  100  feet  the  reading  was: 

Red  Blue  White  r>^j 

Yellow  White  engine. 

This  was  the  true  reading.  At  no  time  did  Judge  Dearing  see  the  staff  on 
which  the  lights  were  hung,  until  special  attention  was  called  to  it  at  a  distance 
of  50  feet. 

Test  E-32.  (Raining). — Three  men  stood  directly  in  glare  of  headlight  on 
Engine  No.  2199  in  center  line  of  Track  No.  2,  100  feet  in  front  of  headlight.  When 
Observation  Car  was  1,050  feet  from  Engine  No.  2199,  no  lights  or  objects  were 
seen  on  track.  The  three  men  on  track  were  not  seen  until  observprs  had  ap¬ 
proached  within  50  feet. 


11 


Test  E-33. — (Raining.)  Headlights  as  in  Test  E-32.  Three  men  were  sta¬ 
tioned  in  center  line  of  track  150  feet  behind  Engine  No.  2199.  The  observers 
saw  nothing  when  1,050  feet  from  Engine  No.  2199  and  1,200  feet  from  men.  Ob¬ 
servation  Car  approached  slowly.  The  three  men  were  seen  at  a  distance  of  200 
feet;  the  observers  now  being  out  of  the  rays  of  the  headlight  on  Engine  No.  2199. 

Test  E-34. — (Raining.)  Headlights  as  in  last  two  tests.  Two  men  were 
stationed  in  center  line  of  Track  No.  2  even  with  headlight  on  Engine  No.  2199. 
At  a  distance  of  1,050  feet  nothing  was  seen.  At  a  distance  of  150  feet  the  two 
men  were  first  seen. 

Test  E-35. — (Raining.)  Headlight  on  Engine  No.  2199  extinguished.  Head¬ 
light  on  Observation  Car  was  examined  and  found  to  be  in  good  condition.  At 
a  distance  of  1,050  feet,  with  no  opposing  headlight,  the  three  observers  saw  noth¬ 
ing  on  the  tracks.  The  car  approached  slowly  to  give  the  observers  a  chance 
to  see  the  men.  At  a  distance  of  800  feet,  the  observers  saw  an  object  on  the 
adjacent  track,  but  were  unable  to  distinguish  what  it  was.  At  a  distance  of 
550  feet,  object  on  adjacent  track  was  thought  to  be  an  engine.  At  a  distance 
of  400  feet,  the  two  men  in  center  line  of  track  were  seen. 

Test  E-36. — (Raining.)  Headlight  on  Engine  No.  2199  extinguished.  Elec¬ 
tric  headlight  on  Observation  Car  is  placed  on  top  and  at  the  center.  For  this 
test,  marker-lights  were  placed  on  brackets  to  right  and  left  of  headlight  in  a 
position  similar  to  that  used  in  railroad  practice  for  classification  lights.  The 
marker-light  on  the  west  side  of  car  was  seen  at  a  distance  of  150  feet.  The 
marker-light  on  east  side  of  car  was  not  seen  at  all,  on  account  of  the  intensity 
of  the  rays  of  the  electric  headlight  obliterating  this  side  light. 

SAFETY  “B”  OIL  HEADLIGHT. 

Test  0-37. — (Raining.)  Oil  headlight  on  Observation  Car.  Both  markers, 
one  on  each  side  of  car,  could  be  seen  by  four  observers  at  a  distance  of  1,050  feet. 
The  four  men  standing  in  center  line  of  track  were  seen  by  observers  in  Observa¬ 
tion  Car  at  a  distance  of  200  feet. 

Test  0-38. — (Raining.)  Electric  headlight  on  Engine  No.  2199.  Marker- 
lights  having  4J  inches  of  lens,  and  Oil  headlight  on  Observation  Car  No.  3000. 
An  Oil  headlight  approached  an  Electric  headlight.  Four  observers  watched  the 
approaching  Observation  Car  with  Oil  headlight.  Classification  light  on  west 
side  of  car  was  seen  at  a  distance,  of  400  feet.  Classification  light  on  east  side 
of  car  was  seen  at  a  distance  of  250  feet. 

Test  0-39. — (Raining.)  Electric  headlight  on  Engine  No.  2199.  Oil  head¬ 
light  on  Observation  Car.  Observation  Car  approached  the  Electric  headlight. 
At  a  distance  of  1,050  feet.  Red  and  White  lights  were  seen  on  track.  At  a  dis¬ 
tance  of  650  feet,  a  black  object  was  seen  on  adjacent  track.  At  a  distance  of 
200  feet,  the  men  on  the  track  were  seen. 

Time  :  May  10, 1910,  at  Brooks, Ky.,  passing  track,  between  7:30  p. m.  and  12:00  p.  m. 
Present:  Messrs.  C.  H.  Rae,  General  Master  Mechanic;  H.  S.  Hall,  of  the 

National  Electric  Lamp  Association,  Engineering  Department,  Cleveland, 

Ohio;  Ward  Barnum,  Electrical  Engineer,  J.  A.  McFerran,  Traveling  Engineer, 

and  A.  C.  Bearing,  Special  Apprentice. 

Weather  Conditions:  Partly  cloudy. 

Observation  Car  No.  3000  and  a  box  car  were  used  for  these  tests. 

12 


4 


Test  0-40. — Safety  “B”  Oil  headlight.  In  this  test  Engine  No.  2199  was 
used  to  move  a  box  car  slowly  away  from  Observation  Car  No.  3000,  equipped 
with  an  Oil  headlight.  There  were  no  lights  on  the  box  car.  Three  observers 
watched  the  box  car  move  away  and  stopped  it  by  signal  just  as  it  w^as  getting 
hard  to  see.  It  was  stopped  at  a  distance  of  750  feet  from  Observation  Car  No. 
3000,  and  could  still  be  easily  distinguished.  One  observer  stood  in  center  line 
of  track  under  the  headlight;  one  sat  on  top  of  the  headlight  bracket,  beside  the 
headlight;  while  the  third  was  inside  Observation  Car  No.  3000. 

Test  A-41. — The  same  test  was  carried  out  with  an  Acetylene  headlight  on 
Observation  Car  No.  3000.  The  three  observers  stationed  as  in  Test  0-40.  The 
box  car  was  stopped  by  signal  at  a  distance  of  1,000  feet  and  could  be  easily  dis¬ 
tinguished. 

Test  E-42. — Electric  headlight.  The  same  test  was  carried  out  with  a  Pyle 
National  Electric  Headlight  on  Observation  Car  No.  3000.  The  three  observers 
were  stationed  as  in  Tests  0-40  and  A-41.  The  box  car  was  stopped  by  signal  at 
a  distance  of  1,550  feet  and  was  distinguished. 

Test  0-43. — Safety  “B”  Oil  headlight.  Tests  continued  12:30  a.  m..  May 
11,  1910,  Three  signal  lights  (Red,  Yellow,  and  Red)  were  hung  on  a  staff  7 
feet  from  ground,  in  center  line  of  track.  The  Observation  Car,  equipped  with 
an  Oil  headlight,  approached  the  signal  lights  from  a  distance  of  2,200  feet.  Only 
one  observer  was  in  the  car.  He  saw  two  red  lights  at  a  distance  of  2,200  feet. 
The  yellow  light  was  called  white  at  a  distance  of  1,350  feet.  It  continued  to 
appear  white  until  within  a  distance  of  150  feet.  The  yellow  light  was  called 
white,  due  to  the  two  red  lights  obliterating  the  yellow  rays. 

Test  0-44. — Observation  Car  No.  3000  again  approached  the  signal  station 
from  a  distance  of  2,200  feet.  Three  observers  in  the  car.  The  reading  at  this 
distance  of  2,200  feet  was  one  white  light.  At  a  distance  of  550  feet,  a  green  light, 
to  the  right  of  the  white,  was  also  seen.  At  a  distance  of  350  feet,  a  blue  light 
was  seen  on  right  of  white  and  green  lights. 

True  reading — White,  Green,  Blue.  All  signals  were  read  from  left  to  right 
as  in  writing. 

Test  0-45. — Observation  Car  No.  3000  again  approached  from  a  distance  of 
2;200  feet.  The  observers  as  in  Test  0-44. 

At  a  distance  of  2,200  feet,  the  reading  was: 

Green  on  staff; 

Green  on  ground. 

At  a  distance  of  700  feet,  a  blue  light  was  also  seen  on  the  staff. 

The  true  reading  as  follows : 

Green,  Blue  lanterns  on  staff ; 

Green  marker  on  ground. 

The  green  light  on  the  ground  was  plainly  seen,  as  it  was  a  marker  with  4^- 
inch  lens.  • 

Test  0-46. — The  Observation  Car  No.  3000  again  approached  the  signal 
station  from  a  distance  of  2,200  feet.  The  observers  stationed  as  in  Test  0-45. 
Nothing  was  seen  at  a  distance  of  2,200  feet.  At  a  distance  of  300  feet  two  men 
were  seen  on  track. 

13 


Test  0-47. — Observation  Car  No.  3000  again  approached  the  signal  station 
from  a  distance  of  2,200  feet  with  observers  stationed  as  before.  At  a  distance 
of  2,200  feet  nothing  was  seen.  At  a  distance  of  1,150  feet,  one  observer  saw  a 
blue  light.  At  a  distance  of  1,050  feet,  all  observers  saw  the  blue  light.  At  a 
distance  of  250  feet,  the  staff  and  two  men  on  right  side  of  track  were  seen.  This 
was  the  true  reading.  ^ 


Test  A-48. — Acetylene  headlight  on  Observation  Car  No.  3000.  Observa¬ 
tion  Car  No.  3000,  equipped  with  the  Acetylene  headlight,  approached  the  signal 
station  from  a  distance  of  2,200  feet.  The  observers  stationed  as  in  the  previous 
tests. 

At  2,200  feet,  the  reading  was  1  Red  lamp. 


At  1,350  feet,  readings  were 

At  1,100  feet,  readings  were 
At  800  feet,  readings  were 
At  400  feet,  readings  were 


1  observer — Red. 

2  observers — Yellow  Red. 

1  observer  — Red  Yellow  Red. 

3  observers — Red  Yellow  Red. 
1  observer  — Red. 

1  observer  — Red  White  Red. 

3  observers — Red  Yellow  Red. 

3  observers — Red  White  Red. 

1  observer  — Red  Yellow  Red. 


True  reading  Red,  Yellow,  Red, 


Test  A-49. — Observation  Car  No.  3000  again  approached  the  signal  station 
from  a  distance  of  2,200  feet.  Observers  stationed  as  in  previous  tests.  At  a 
distance  of  2,200  feet,  one  w^hite  light  was  seen. 

At  a  distance  of  250  feet,  the  white  light  was  seen  to  be  yellow,  this  being 
the  true  reading. 

Test  A-50. — Observation  Car  No.  3000  again  approached  the  signal  station 
from  a  distance  of  2,200  feet.  The  observers  as  before. 

At  a  distance  of  2,200  feet,  1  green  light  was  seen. 

At  a  distance  of  550  feet,  readings  were  {  ^  ^^servers-gue  G^reen^  Blue. 

At  a  distance  of  350  feet,  all  observers  read — Blue,  Green,  Blue,  which  was 
the  true  reading. 

Test  A-51. — Observation  Car  No.  3000  again  approached  from  a  distance 
of  2,200  feet.  Observers  as  in  previous  tests. 

At  a  distance  of  2,200  feet,  reading  was — 

4^-inch  lens.  Green  on  staff. 

4J-inch  lens,  Red-White  on  ground. 

This  was  the  true  reading. 

Test  A-52. — Observation  Car  No.  3000  again  approached  the  signal  station 
from  a  distance  of  2,200  feet.  Observers  stationed  as  before. 

At  a  distance  of  2,200  feet,  nothing  was  seen. 

At  a  distance  of  350  feet,  two  men  were  seen  on  track  separated. 

True  reading  was  three  men,  but  the  man  in  the  center  wore  very  light 
colored  clothes  and  this  made  it  difficult  to  see  him. 


The  reports  of  the  candle-power  tests  carried  out  by  Mr.  H.  S.  Hall,  of  the 
National  Electric  Lamp  Association,  Engineering  Department,  Cleveland,  Ohio, 
are  included  in  the  reports  of  headlight  tests,  and  are  taken  from  his  own  report. 

The  tests  were  carried  out  on  two  nights.  First,  on  the  night  of  May  9,  1910, 
on  the  West  Belt  track  of  the  South  Louisville  shop  yard;  second,  on  the  night 
of  May  10,  1910,  on  passing  track  at  Brooks,  Ky. 

On  the  night  of  May  9,  1910,  the  following  named  gentlemen  witnessed  the 
test:  Theo.  H.  Curtis,  Superintendent  of  Machinery,  C.  H.  Rae,  General 
Master  Mechanic,  Ward  Barnum,  Electrical  Engineer,  J.  A.  McFerran,  Travel¬ 
ing  Engineer,  and  A.  C.  Bearing,  Special  Apprentice.  The  weather  was  clear. 


no  moon. 

On  the  night  of  May  10,  1910,  the  following  named  gentlemen  witnessed  the 
tests:  C.  H.  Rae,  General  Master  Mechanic,  Ward  Barnum,  Electrical  Engineer, 
.  J.  A.  McFerran,  Traveling  Engineer,  and  A.  C.  Bearing,  Special  Apprentice. 
Weather,  partly  cloudy. 

The  following  is  Mr.  Hall’s  report  of  the  tests: 

Illuminometer  tests  to  determine  apparent  candle  power  of  locomotive 
headlights  under  actual  working  conditions. 

The  following  headlights  were  tested: 

1.  — Pyle  Arc. — Electric. 

2.  — Acetylene. 

3. — Oil. 


These  headlights  are  all  similar  in  form.  The  reflectors  are  parabolic  in 
form,  and  are  IS  inches  across  the  opening. 

The  tests  were  to  determine  the  head-on  candle  power  along  the  axes  of  the 
reflectors.  The  illuminometer  was  mounted  12  feet  (the  height  of  the  headlight 
in  actual  service),  above  the  tracks  and  moved  along  a  line  midway  between 
them.  Readings  were  taken  under  conditions  and  at  locations  as  noted  below. 

The  illuminometer  used  was  a  Sharp-Miliar  Instrument  No.  65,  furnished 
by  the  Engineering  Department  of  the  National  Electric  Lamp  Association. 
This  instrument  was  checked  against  standard  lamps  on  May  6,  1910,  at  the 
Engineering  Department  as  noted  above. 

The  standard  lamp  in  the  illuminometer  was  operated  by  means  of  portable 
storage  battery  of  2  cells.  The  scale  was  found  to  read  correctly  when  the  volt¬ 
meter  read  4.12  volts.  The  following  constants  were  determined  for  the  absorp¬ 
tion  screens  of  the  instrument: 

1.  Screens  on  working  side. 

a.  Light  screen  K=. 21140 

,  b.  Dark  screen  K==. 04470 

c.  Light  and  draw  screens  K=.01520 

d.  Dark  and  draw  screens  K=. 00436 

e.  Draw  screen  K=“. 06450 

2.  Screens  on  test  side. 

a.  Light  screen  K=  5.13 

b.  Dark  screen  K=23.26 

With  the  illuminometer  as  calibrated,  all  readings  represented  the  measure 
of  the  foot  candle  intensity  on  the  test  plate  of  the  instrument.  The  apparent 
candle  powers  were  then  determined  by  the  following  formula: 

Candle  Power  x  Cos  ®  0 
Intensitv  x  K - 


15 


(Distance)  ^ 


Ill  this  particular  case,  when  we  measured  the  intensity  along  the  axis  of 
the  reflectors,  the  angle  6  is  0  and  the  Cos  0  is  1.  Simplifying  the  equation  and 
solving  for  the  candle  power  (which  we  are  to  determine), we  have  the  following: 

Apparent  candle  power— (Distance)  ^  x  Intensity  x  K,  (K  represents  the 
screen  constant  used  to  determine  the  intensity  in  each  particular  case.  Where 
no  screens  are  used,  K=l;  otherwise,  it  may  have  any  of  the  values  given  above, 
depending  upon  conditions.) 

Two  series  of  tests  were  run;  one  in  the  yards  of  the  Louisville  &  Nashville 
Railroad  Company,  at  South  Louisville,  and  one  at  Brooks  Station.  The  latter 
was  decided  upon  after  it  was  found  that  the  smoky  atmosphere  prevailing  around 
the  yards  had  a  tendency  to  materially  affect  the  results  obtained.  In  both  cases 
a  piece  of  straight  level  track  was  selected.  In  the  yards  station  stakes  were 
driven  at  SO-foot  intervals  from  0  to  1,300  feet.  At  Brooks  Station  the  stakes 
run  from  0  to  2,200  feet,  being  located  similar  to  those  in  the  yard. 

The  three  headlights  to  be  tested  were  mounted  on  Observation  Car  No. 
3000,  and  were  so  arranged  that  each,  at  the  time  of  its  test,  could  be  moved 
over  to  a  point  directlj'-  above  the  center  line  of  the  track.  The  car,  in  all  places, 
was  so  placed  that  the  lights  were  at  Station  No.  0.  The  illuminometer,  mounted 
to  the  proper  height  on  a  flat  car,  was  moved  backwards  and  forwards  along  the 
track  and  readings  taken  as  noted  below. 

TEST  IN  YARDS,  MAY  9,  1910. 

Test  No.  1. — Arc  headlight.  Test  started  8:45  p.  m.  Weather  clear;  star¬ 
light,  no  moon. 

The  variation  of  the  candle  power  from  the  arc  headlight  was  such  that 
after  the  first  set  of  readings  at  Station  No.  1200,  measurements  were  taken 
every  30  seconds.  Abbreviations  used  for  screens  are  as  follows : 

Light — L 
Dark — D 
Draw — Dr. 

OBSERVATIONS. 


Station 

OBSERVED  READINGS  (l) 
BY 

Screen 

K 

(Distance)  ^ 

Apparent  Candle 
Power 

(ixKx  Dist.2) 

Hall 

Bamum 

Dearing 

1200 

2.98 

.765 

.97 

1.306 

1.26 

1.03 

1.30 

None 

None 

1 

D 

.0047 

1,440,000 

Total 

9.611 

Average 

1.373 

1 

i 

88400 

16 


station 

OBSERVED  READINGS  (l) 
BY 

Screen 

K 

(Distance)^ 

Apparent  Candle 
Power 

(lxKxDist.2) 

Hall 

Barnum  Dearing 

1000 

1.84 

1.47 

2.1 

1.2 

1.1 

^2.1 

1.42 

.9 

1.92 

1. 54 

1.645 

1.72 

2.65 

2.75 

2.27 

None 

D 

.0447 

1,000,000 

Total _ 

11.23 

15.395 

Average., 

1 

1.604 

71698 

1.924 

86000 

Grand  Average 


.79340 


800 

3.9 

2.52 

2.61 

1.66 

1.6 

2.21 

2.47 

1.92 

2.08 

1.84 

2.03 

1.81 

1.45 

2.1 

None 

D 

.0447 

640,000 

1 

! 

1 

Total _ 

16.97 

13.23 

Average, - 

1 

2.424 

69345 

1.89 

54069 

1 

Grand  Average 


61793 


600 

2.6 

1  2.65 
3.15 
■  2.22 
3.95 
:  5.00 

1  4.25 

4.2 
3.7 
2.6 
1.78 
3.25 
2.03 
1.45  1 

None 

D 

.0447 

360,000 

j 

i 

! 

Total _ 

23.82 

19.01  ! 

Average,,  j 

i 

_ 1 

3.403 

i 

54761 

2.71  1 

1 

43600 

Grand  Average _ _ _ 49240 


17 


.  Station 

OBSERVED  READINGS  (l) 
BY 

Screen  - 

-K 

(Distance^) 

Apparent  Candle 
Power 

(1  xKx  Dist.)'^ 

1  1 

Hall  1  Barnum  i  Dearing 

1  1 

400 

1.7 
1.46 

2.37 

2.38 
3.90 

1.8 
2.04 

.581 

1.3 

1.21 

1.78 

2.04 

2.48 

1.42 

1.51 

I. 

.2114 

160,000 

S  ! 

i 

!  i 

1  1 

1  1 

Total _ 

15.65 

11.74 

Average  __ 

2.23 

75427 

1.677 

56720 

Grand  Average _ 66390 


200 

7.2 

5.9 

.  2.72 

1.9 

7.1 

6.2 
4.6 

None 

3.75 

4.2 

5.9  , 

4.6 

4.8 

4.0 

5.5 

L 

.2114 

40,000 

1 

Total _ 

35.62 

32.75 

Average.  - 

5.09 

43040 

I 

4.68 

38970 

Grand  Average _ _ 41260 


100 

5.1 

5.2 
4.0 
3.6 
3.9 
5.0 
4.0 

None 

4.0 

3.8 

1  4.2 

1  4.0 
!  3.8 
3.8 
3.5 

None 

1 

10,000 

Total _ 

30.8 

27.1 

Average 

4.4 

1 

i 

44000 

3.87 

38700 

Grand  Average _ _ _ 41300 

Test  completed  at  10  p.  m. 


18 


"  Test  No.  2. — Acetylene  headlight.  Method  and  conditions  as  in  Test  No.  1. 
Test  started  10:30  p.  m. 


station 

OBSERVED  READINGS  (i) 
BY 

Screen 

K 

(Distance)^ 

Apparent  Candle 
Power 

(ixKx  Dist.2) 

Hall 

Barnum 

D  earing 

100 

.815 

.775 

.778 

.800 

.746 

None 

None 

L 

.2114 

10,000 

Total _ 

3.914 

Average... 

.783 

. 

1655 

200 

.975 

.850 

.990 

1.250 

1.500 

1.150 

None 

1.18 

1.28 

D 

.0447 

40,000 

Total _ 

6.715 

2.46 

Average -- 

1.119 

2000 

1.23 

2199 

Grand  Average  _  _ _ _  _2100 

400 

3.8 

3.8 

3.9 
4.0 
3.75 

None 

None 

D  &  Dr. 

.00436 

160,000 

Total _ 

19.25 

Average.. 

3.85 

- 

2685 

600 

1.94 

1.64 

1.80 

1.60 

1.80 

1.60 

None 

None 

D&Dr. 

.00436 

360,000 

Total _ 

10.38 

Average 

1.73 

2715 

19 


<1 


Station 

OBSERVED  READINGS  (1) 
BY 

Screen 

K 

(Distance)  ^ 

Apparent  Candle 
Power 

(I  xKxDist.2) 

Hall  I  Barnum 

1 

Dearing 

800 

1.20 

1.18 

1.28 

1.20 

1.08 

None 

None 

D  &  Dr. 

. 00436 

1 

640,000 

! 

Total _ 

5.94 

Average.  _ 

1.19 

3320 

1000 

.71 

.65 

.65 

.50 

.67 

None 

None 

D  &  Dr. 

‘ .00436 

1,000,000 

Total - 

3  18 

Average.. 

.636 

2770 

Test  completed  at  11:05  p.  m. 


Test  at  Brooks  Station,  Ky.  (on  passing  track),  May  10,  1910.  In  these 
tests  the  work  of  May  9th  was  repeated  with  the  addition  of  the  Oil  headlight. 

Test  No.  1. — Oil  headlight.  About  7:30  p.  m.  Weather  partly  cloudy;  new 
moon. 


Station 

OBSERVED  READINGS  (1) 
BY 

Screen 

K 

(Distance 

Apparent  Candle 
Power 

(lxKxDist.2) 

Hall 

Barnum  j  Dearing 

100 

1.86 
1.88  i 
1.78 
1.92 
1.80 

None 

None 

D 

.0447 

10,000 

Nfe!  Total - 

9.24 

Average . . 

1.85 

836 

.  20 


1 


Station 

OBSERVED  READINGS  (l) 
BY 

Screen 

K 

! 

(Distance)  * 

Apparent  Candle 
Power 

(ixKx  Dlst.2) 

Hall 

i 

i  Barnum 

Dearing 

200 

4.85 

4.95 

4.85 

4.85 

5.01 

None 

None 

D  &  Dr. 

.00436 

40,000 

Total _ 

24.51 

Average  __ 

4.902 

855 

300 

2.90 

3.05 

3.05 

3.00 

2.70 

None 

None 

D&Dr. 

.00436 

90,000 

Total _ 

14.70 

Average.. . 

2.94 

1153 

o 

o 

1.64 
1.85 
1.81 
1.81 

1.65 
1.79 

1.75 
1.98 

1.76 

None 

None 

D  &  Dr. 

.00436 

-  160,000 

Total _ 

1 

16.04 

Average  i 

1.78 

1242 

500 

1.11 

.96 

1.30 

1.15 
1.14 
1.05 
1.03 

1.16 
1.09 

None 

None 

D  &  Dr. 

.00436 

250,000 

i 

i 

Total _ 

9.99 

Average  

1.11 

1210 

Test  completed  at  8  p.  m. 


21 


Test  No.  2. — Acetylene  headlight  equipped  with  mica  chimney.  Other 
conditions  same  as  No.  1.  Start  8:25  p.  m. 


Station 

OBSERVED  READINGS  (l) 
BY 

Screen 

K 

! 

(Distance)  * 

Apparent  Candle 
Power 

Hall 

Barnum 

Dearing 

(I  X  Kx  DIst.*) 

100 

4.50 

3.9 

None 

D 

.0447 

10,000 

1 

4.55 

3.8 

4.00 

3.7 

4.25 

3.4 

4.50 

4.2 

i 

4.45 

4.0 

4.30 

4.4 

Total _ 

30.55 

27.40 

Average.  - 

4.364 

1 

j  1950 

3.914 

1750 

Grand  Average 


1850 


200 

1.245 

1.330 

1.180 

1.120 

1.280 

1.340 

1.230 

None 

None 

D 

.0447 

40,000 

Total _ 

8.725 

Average.  

1.246 

2230 

400 

6.0 

5.8 

5.8 

6.2 

5.2 

7.0 

5.8 

None 

None 

D  &  Dr. 

.00436 

160,000 

1 

i 

i 

1 

1 

Total _ 

41.8 

Average .  _ 

5.97 

I 

4155 

i 

22 


station 

OBSERVED  READINGS  (l) 
BY 

Screen 

K 

(Distance  '^) 

Apparent  Candle 
Power 

Hall 

Barnum 

Dearing 

(ixKx  Dlst.2) 

600 

i 

2.35 

2.70 

2.60 

2.70 

2.55 

2.35 

2.50 

None 

None 

D&Dr. 

.00436 

360,000 

Total _ 

17.75 

Average 

2.535 

i 

1 

3975 

800 

1.20 

1.40 

1.26 

1.20 

1.25 

1.40 

1.30 

None 

None 

D  &  Dr. 

.00436 

640,000 

Total  _ _ 

9.01 

Average 

1.287 

3591 

1000 

1.10 

1.05 

.97 

1.25 

1.07 

1.09 

1.17 

None 

None 

D  &  Dr. 

.00436 

1,000,000 

Total.- _ 

7.70 

Average 

1.1 

4796 

Test  completed  at  8:55  p.  m. 


23 


Test  No.  3.— -Electric  arc.  Conditions  and  methods  same  as  in  Tests  No.  1 
and  No.  2,  except  that  readings  in  each  case  were  taken  15  seconds  apart. 


Started  test  at  11:15  p.  m. 


Station 

OBSERVED  READINGS  (l) 
BY 

Screen 

K 

(Distance)^ 

Apparent  Candle 
Power 

(lx  KxDlst.^) 

Hail 

Barnum 

Dearing 

100 

1.88 

1.40 

1.06 

1.08 

1.30 

1.35 

1.35 

None 

None 

L 

(On  test 
side.) 

5.13 

10,000 

I 

1 

Total _ 

9.42 

Average -- 

1.345 

68998 

200 

1.70 

1.84 

1.76 

1.64 

1.62 

1.92 

1.84 

None 

None 

None 

1. 

40,000 

Total  _  »  -  _ 

12.32 

Average-- 

1.76 

_ 

70400 

400 

1.68 

1.25 

1.61 

1.52 

1  1.41 
1.27 
1.52 

None 

None 

i 

1 

L 

(On 

working 

side.) 

i 

.2114 

1 

160,000 

! 

Total _ 

10.26 

! 

i 

1 

Average-- 

1.465 

i 

i 

1 

49500 

i 

24 


[ 


Station 

OBSERVED  READINGS  (l) 
BY 

Screen 

i 

K  ! 

1 

1 

(Distance 

Apparent  Candle 
Power 

(lx  Kx  Dlst.2) 

Hall 

Barnum 

Dearing 

600 

.47 

1.22 

.595 

.84 

.53 

.795 

1.09 

None 

None 

L 

.2114 

360,000 

1 

Total _ 

5.54 

Average __ 

.791 

60150 

800 

1.96 

4.20 

3.20 
2.80 
3.20 
2.90 
2.40 

None 

None 

D 

.0447 

640,000 

Total _ 

20.66 

Average-- 

2.95 

84400 

1000 

1.94 

1.84 

1.30 

1.90 

1.88 

.89 

.95 

None 

None 

D 

.0447 

1,000,000 

Total _ 

10.70 

Average-- 

.153 

68300 

1200 

1  1.20 

I  1.23 

1  1.01 
!  .  .71 
i  1.09 
!  1.12 
:  1.16 
i 

None 

None 

D 

! 

.0447 

1,440,000 

Total _ 

7.52 

Average-- 

1.074 

1 

69050 

25 


Station 

OBSERVED  READINGS  (l) 
BY 

Screen 

K 

(Distance)^ 

Apparent  Candle 
Power 

(lx  Kx  Di8t.2) 

Hall 

Barnum 

!  Dearing 

1 

1400  (a) 

.71 

.68 

.62 

.72 

.67 

.59 

.63 

None 

None 

D 

.0447 

1 

1 

I 

1,960,000 

Total _ 

4.62 

Average-- 

.66 

57750 

1400  (b) 

8.5 

8.6 
9.3 
6.6 

6.7 

8.8 
9.0 

None 

None 

D  &  Dr. 

.00436 

1,960,000 

Total _ 

57.5 

Average-- 

8.2 

70000 

1600 

5.2 

6.0 

4.5 

6.5 

5.8 

6.8 
3.8 

None 

None 

D  &  Dr. 

.00436 

2,560,000 

1 

i 

Total _ 

38.6 

Average-. 

5.5 

61388 

1800 

5.6 

4.3 

3.8 

3.9 

3.9 
3.1 

4.9 

None 

None 

D  &  Dr. 

.00436 

1 

3,240,000 

Total _ 

29.5 

Average  - . 

4.2 

i 

59300 

26 


Station 

OBSERVED  READINGS  (l) 
BY 

Screen 

K 

(Distance)  * 

Apparent  Candle 
Power 

(ixKx  Dist.2) 

Hall 

Barnum 

Dearing 

2000 

2.5 

3.5 

3.6 
2.3 
2.0 
2.3 
2.5 

None 

None 

. 

D  &  Dr. 

.00436 

1  4,000,000 

Total _ 

18.7 

Average 

2.67 

46550 

2200 

1.96 

2.60 

1.83 

3.20 

2.30 

2.70 

2.70 

None 

None 

D&Dr. 

,00436 

4,840,000 

j 

Total 

17.29 

Average.- 

2.47 

52100 

27 


1 


SUMMARY— ARC  AND  ACETYLENE. 
Tests  in  Yards  (L.  &  N.),  May  9,  1910. 
HEADLIGHT  TESTS. 


1.  — Arc  on  Car  No.  3000. 

2.  — Acetylene  on  Car  No.  3000. 


APPARENT  CANDLE  POWER 


STATION 


ARC 


I  Hail 


100  44000 

200  43041 


Barnum  j  D earing 


38720 

38974 


Average 


Hail 


41300  1655 

41265  2001 


400 

600 

800 

1000 

1200 


75427 

53961 

87346 

71699 

88407 


43609 

59069 

86003 


56723 


66395 

49241.5 
61793 

79342.5 


2671 

2715 

3320 

2773 


88407 


Maximum 

Minimum 

Average 


88407 

41265 

61108 


ACETYLENE 


Barnum  j  Dearing  ;  Average 


---{ 

2199  j 

2  readings 

Maximum 

Minimum 

Average 


1655 

2070 

2671 

2715 

3320 

2773 


3320 

1655 

2534 


SUMMARY. 

Tests  at  Brooks  Station,  Ky.,  May  10,  1910. 


STATION 

OIL 

1 

1 

ACETYLENE 

I  ARC 

i _ 

i 

1 

100 

200 

300 

400 

500 

600 

800 

1000 

1200 

1400 

1600 

1800 

2000 

2200 

836  1 

.855 

1153 

1228 

1210 

1 

1950  H.  S.  HalL_-_ 
1750  W.  Barnum  __ 
1850  Average  _ 

2230 

4155 

3975 

3585 

4796 

68900 

j 

70400 

49500 

60150 

84400 

68300 

69050 

/(a)57750 

\(b)70000 

61250 

59300 

46550 

52100 

! 

i 

1 

j 

i 

Average.  _ 

1056.4 

3598.5 

62973 

Maximum _ 

1228 

4796.0 

84400 

Minimum _ 

836 

1850.0 

46550  i 

-i 


28 


f  Time:  8:30  p.  m.  July  14  to  3:00  a.  m.  July  15,  Brooks  Station,  passing  track. 

Present:  Messrs.  J.  W.  Bunn,  Wm.  Holmes,  Representatives  of  the  Galena 
Signal  Oil  Co. ;  C.  H.  Rae,  General  Master  Mechanic,  L.  &  N.  R.  R.  Co.,  and 
J.  A.  McFerran,  Traveling  Engineer,  L.  &  N.  R.  R.  Co. 

Weather  Conditions:  Clear,  moonlight. 

L.  &  N.  Observation  Car  No.  3000  used  in  these  tests  was  equipped  with 
three  headlights  on  the  rear,  arranged  on  a  sliding  platform.  This  platform 
being  so  built  that  all  three  headlights  could  be  moved  as  a  whole  to  bring  the 
headlight  under  test  to  the  center  line  of  track  ten  (10)  feet  ten  (10)  inches  above 
the  rail,  measured  to  base  of  headlight.  This  distance  being  same  as  headlights 
on  L.  &  N.  standard  engines  are  placed. 


HEADLIGHT  WITH  IB-INCH  OPTICAL  LENS  AND  8-INCH  PRISM 
REFLECTOR,  USING  SAFETY  “B"  OIL. 

Test  0-53 — At  8:30  p.  m.;  weather  clear,  moonlight.  Three  lanterns  were 
placed  at  a  point  2,000  feet  from  Observation  Car.  Four  observers  were  in  car 
and  approached  light  at  a  speed  of  6  miles  per  hour. 

At  a  distance  of  2,000  feet: 

4  observers  read — Yellow  and  Red. 

At  a  distance  of  600  feet: 

4  observers  rea  d — Green  light  between  the  Yellow  and  Red. 

True  reading  was — Red,  Green,  and  Yellow. 

Test  0-54 — At  8:50  p.  m.;  weather  clear,  moonlight.  Three  lights  were 
placed  at  a  distance  of  2,000  feet  from  Observation  Car;  one  of  the  lights  was 
placed  on  a  staff  8  feet  from  ground  in  center  line  of  track,  and  one  placed  on 
top  of  each  track  rail  on  side  of  staff.  Observation  Car  approached  the  same 
as  in  Test  0-53. 

At  a  distance  of  2,000  feet: 

4  observers  read —  1  Yellow  light  on  staff;  1  Green  light  on  top  of  rail 
on  east  side. 

At  a  distance  of  650  feet : 

4  observers  read —  1  Blue  light  on  top  of  rail  on  west  side  in  addition 
to  the  Yellow  light  on  staff  and  Green  light  on 
east  side  on  top  of  rail. 

The  true  reading  was — Yellow  light  on  staff;  Green  light  on  east  side  on  top 
of  rail;  Blue  light  on  top  of  rail  on  west  side. 

Test  0-55 — 9:15  p.  m.;  weather  clear,  moonlight.  Observation  Car  moving 
at  the  rate  of  6  miles  per  hour;  the  observers  were  watching  closely  for  obstruc¬ 
tions  on  track. 

At  a  distance  of  550  feet,  two  men  were  seen  standing  between  rails.  These 
men  wore  white  shirts  and  could  be  seen  on  this  account  sooner  than  if  they  had 
worn  colored  shirts. 

Test  0-56 — 12:30  a.  m.,  July  15,  1910;  weather  dark,  starlight.  Four 
observers  standing  in  Observation  Car  could  see  man  on  track  plainly  at  a 
distance  of  500  feet. 


29 


Test  0>57. — 12:40  a.  m,  July  15,  1910;  weather  dark,  starlight.  Observa¬ 
tion  Car  moving  at  the  rate  of  6  miles  per  hour.  Four  observers  in  car  saw  a 
man  on  east  side  of  track  8  feet  from  rail  at  a  distance  of  500  feet. 

Test  0-58. — 12:50  a.  m.,  July  15,  1910;  weather  dark,  starlight.  Three 
observers  standing  between  rails,  in  rays  of  headlight  on  Observation  Car  read 
time  on  watches  500  feet  from  headlight. 

Test  of  Oil  Headlight  with  Dressel  Railway  Lamp  Works  Case,  Equipped  with 

Dressel  No.  100  Burner  and  18-Inch  Parabolic  Reflector, 

Using  Safety  “B”  Oil. 

Test  0-59. — 10:20  p.  m.,  July  14,  1910;  weather  clear,  moonlight.  Three 
hand  lanterns  were  placed  a  distance  of  3,000  feet  from  Observation  Car.  Four 
observers  were  in  car  and  approached  the  lights  at  the  rate  of  about  6  miles  per 
hour. 

At  a  distance  of  2,000  feet: 

2  observers  read — Red,  Yellow,  and  Green  lights; 

At  a  distance  of  1,750  feet: 

4  observers  read — Red,  Yellow,  and  Green  lights; 

At  a  distance  of  1,000  feet: 

4  observers  read — Red  and  Green  lights; 

At  a  distance  of  400  feet : 

4  observers  read — Blue,  Red,  and  Green  lights. 

The  true  reading  of  lights  was  as  follows:  Blue,  Red,  and  Green  lights. 

Note. — No  Yellow  light  on  staff. 

Test  0-60. — 10:50  p.  m.,  July  14,  1910;  weather  clear,  moonlight.  Four 
lanterns  were  placed  at  a  distance  of  2,000  feet  from  Observation  Car.  Two  of 
the  lanterns  were  on  a  staff  8  feet  from  ground  in  center  line  of  track  and  one  on 
each  track  rail  alongside  of  staff. 

At  a  distance  of  2,000  feet: 

3  observers  read — Red  on  staff;  White  and  Yellow  on  ground. 

At  a  distance  of  1,450  feet: 

4  observers  read — Green  and  Red  on  staff;  White  and  Yellow  on 

ground. 

True  reading  was — Green  and  Red  on  staff;  White  and  Yellow  on  ground. 

Test  0-61.-11:20  p.  m.,  July  14,  1910;  moon  almost  down,  slightly  dark. 
Four  observers  in  Observation  Car,  approaching  at  the  rate  of  6  miles  per  hour, 
saw  two  men  in  center  of  track  at  a  distance  of  500  feet,  which  was  true  reading. 

Test  0-62. — 12:20  a.  m.,  July  15,  1910;  weather  dark,  starlight.  A  man 
6  feet  tall,  wearing  white  shirt,  standing  8  feet  east  of  east  rail,  could  be  seen  at  a 
distance  of  450  feet. 

Test  0-63. — 1:30  a.  m.,  July  15,  1910;  weather  dark,  starlight.  Head¬ 
light  with  16-inch  optical  lens  and  8-inch  prism  reflector  placed  on  Observation 
Car  in  same  position  as  headlights  are  placed  on  standard  engines  in  road  service, 
and  the  car  being  run  at  the  rate  of  forty  (40)  miles  per  hour,  the  observers 
could  see  four  telegraph  poles,  which  are  placed  170  feet  apart. 


30 


i 


Test  0-64. — 2:00  a.m.,  July  15,  1910;  weather  dark,  starlight.  A  Dressel 
f  headlight  with  a  No.  100  burner,  18-inch  parabolic  reflector,  same  as  used  in  ordi¬ 

nary  railway  service,  placed  on  Observation  Car  in  same  position  as  headlights 
are  placed  on  standard  engines  in  road  service,  and  the  car  being  run  at  the  speed 
of  forty  (40)  miles  per  hour,  the  observers  could  see  three  telegraph  poles,  which 
are  placed  170  feet  apart. 

With  the  optical  lens  light,  the  rays  of  the  light  were  confined  to  a  much 
smaller  area  than  with  the  parabolic  reflector,  same  as  used  in  ordinary  head¬ 
lights.  The  light  displayed  by  the  optical  lens  was  of  a  yellow  tinge  color  and 
did  not  illuminate  the  track  as  brightly  as,  the  parabolic  reflector;  but  this 
yellow  light  seemed  to  penetrate  the  fog  to  a  much  greater  degree  than  that 
given  by  the  metallic  reflector.  On  account  of  the  rays  of  the  light  of  the  optical 
lens  being  confined  to  a  smaller  area,  it  could  be  seen  at  a  greater  distance  by  the 
observers  than  could  a  light  equipped  with  the  parabolic  reflector.  The  fact  of 
the  optical  lens  having  a  greater  candle  power  is  modified,  when  compared  with 
light  with  metallic  reflector,  by  reason  of  the  brightness  and  greater  spread  of 
the  latter. 


The  following  is  copy  of  report  made  by  Mr.  D.  E.  Kelly,  Traveling  Engi¬ 
neer,  regarding  his  observation  of  electric  headlights: 

Louisville,  Ky.,  May  22,  1909. 

Mr.  Theo.  H.  Curtis, 

Superintendent  of  Machinery.  , 

Dear  Sir: 

In  February,  1901,  our  Company,  on  account  of  the  heavy  passenger  travel 
between  New  Orleans  and  Montgomery,  rented  engine  16  from  the  Western 
Railway  of  Alabama,  to  be  used  on  the  Mobile  &  Montgomery  Division  in 
passenger  service.  , 

This  engine  was  equipped  with  an  electric  headlight,  and  I  had  the  experi¬ 
ence  of  being  on  the  engine  one  night  during  a  very  heavy  rain  storm.  The 
rain  was  falling  in  torrents  and  the  reflection  of  the  electric  light  against  the 
rain  was  such  that  the  light  was  reflected  back  into  the  cab  so  bright  that  we 
could  not  see  anything  ahead  of  the  engine.  We  were  on  a  north-bound  passen¬ 
ger  train,  and  as  the  engine  approached  the  south  switch  at  Fort  Deposit,  Ala., 
we  could  not  see  the  switch  lamps  at  all.  If  we  should  have  been  flagged  by  a 
flagman,  we  could  not  have  seen  him;  in  fact,  we  were  running  through  this 
rain  at  least  fifteen  minutes,,  during  which  time  we  did  not  see  anything  ahead 
of  the  engine,  on  account  of  the  strong  reflection  of  light  on  the  rain,  reflecting 
it  back  into  the  cab,  which,  in  a  manner,  blinded  us  to  such  an  extent  that  we 
could  not  see  ahead  of  our  engine. 

Until  I  had  this  experience  with  engine  16, 1  was  an  electric  light  enthusiast, 
but  I  have  been  convinced  through  this  experience,  and  others  which  I  had  with 
this  engine,  that  the  electric  headlight  is  too  dazzling  to  have  on  a  locomotive. 

Yours  truly, 

(Signed)  D.  E.  Kelly, 

Traveling  Engineer. 


31 


f^ear  Marher  L  amp, 


PLATE  No.  I. 


32 


SWITCH  LAMP. 


PLATE  No.  2. 


33 


PLATE  No.  3. 


34 


Bracket  for  JLarterrs. 


PLATE  No.  4. 


8f-acketfor  fanfems. 


o 


r" 


VO' 


/Vum^ers  represent 
\  \r-£'  mvmber  of  feet  fro/r? 
grouHct. 


\v-e 


AcfJusta/)/e  stanct  for  lant^er/rs. 


35 


CLASSIFICATION  LAMP. 


PLATE  No.  5. 


36 


PLATE  No.  6, 


37 


PLATE  No.  7 


38 


...U 

.•v'  'i'.'ii 


